Collision detection system

ABSTRACT

A collision detection system has one or more sensors for determining an instantaneous velocity of a vehicle. A computer is interfaced to the one or more sensors. The computer obtains the instantaneous velocity of the vehicle from the one or more sensors. The computer is operatively configured to execute software that operates the computer to iteratively calculate an acceleration of the vehicle as a rate of change of the instantaneous velocity over a period of time. The software declares a collision when the acceleration is greater than a predetermined value (e.g. 1.1 g) or the acceleration is less than a predetermined negative value (e.g. −1.1 g). In another embodiment, the microprocessor declares a collision when the acceleration/deceleration or the turning angle or the turning radius values exceed factory setting for the vehicle. The software determines the severity of collision based on the magnitude of deviation from the predetermined values.

CROSS-REFERENCE TO RELATED APPLICATION

This application is a continuation in part of U.S. patent applicationSer. No. 15/721,752, filed Sep. 30, 2017, now U.S. patent Ser. No.10/392,013 issued Aug. 27, 2019, the disclosure of which is herebyincorporated by reference.

FIELD

This invention relates to the field of motor vehicles and moreparticularly to a system for detecting collisions.

BACKGROUND

Today, vehicles such as cars, boats, and aircrafts move at speeds thatexpose their occupants to the risk of body injury and death in the eventof a collision. Car accidents are a major cause of morbidity andmortality. Annually, about 3 million people are injured, many arepermanently disabled and many die as a result of their injuries.Seatbelts and inflatable safety devices (air bags) have undoubtedlysaved innumerable lives. However, one issue with airbags and seatbeltsis that they are deployed after a collision and not before.

Measures to prevent collisions are far more valuable in saving livesthan measures deployed after a crash. Sensors have been utilized toprevent accidents such as using ultrasound, video cameras, lasers andradar. However, signals/alarms emanating from monitoring these sensorsare available only to the driver of the vehicle into which they areintegrated, and not to drivers of other vehicles. In addition, once acollision has occurred, there is currently no reliable method toimmediately discover, quantify and report the accident.

Fender benders are the most common type of motor vehicle accidents. Twomillion or more occur each year, in parking lots, when backing up intooncoming traffic, or when stopping suddenly. Although rarely a cause ofserious injuries, fender benders often result in costly repairs andincreased in insurance rates. In order to prevent Fender Benders, avariety of technologic advances have been deployed. Recently,forward-collision detection and lane-departure electronic signals warnthe driver of the vehicle to take corrective action, usually by a visualand/or audible warning whenever a car strays from its lane or gets tooclose to the car ahead. Color coding of the closeness to the car aheadhelps to alert the driver as to the distance ahead, green, yellow andred. These warnings are often muted at low speeds, such as less than 15miles per hour. Forward-collision detection and lane-departure detectionsystems typically rely on radar, ultrasound, or camera imaging.

Tailgating is responsible for more than one third of all motor vehicleaccidents. Tailgating is defined as a vehicle encroaching on the safespace between that vehicle and a leading vehicle (the car ahead of you).When tailgating occurs, it is often impossible to stop your vehicle inthe event that the leading vehicle decelerates suddenly, resulting in acollision. This “safe” distance varies with several factors such asvehicle specification and make, speed of vehicle, road conditions,darkness (ambient light), and weather conditions. Current sensors areavailable to estimate this “safe” distance, but the information is onlyavailable to the driver of the vehicle on which those sensors areintegrated. Safety tips such as maintaining a distance between yourvehicle and the leading vehicle (e.g. car ahead of you) often suggestkeeping 10 feet of distance for every 10 mile per hour of speed. Forinstance, 60 feet is deemed a safe distance for speeds of 60 mph. Thisdistance increases during inclement weather. There is also a two secondrule between the vehicle and the leading vehicle as each passes astationary object (e.g. a light post or a road sign). This relies on thedriver accurately measuring two seconds between when the leading vehiclepasses the stationary object and when the driver's vehicle passes thestationary object. The two second rule applies to dry road conditions,as four seconds is recommended for wet roads, and ten seconds for snowor ice-covered roads. Tailgating is not only illegal but also causesserious and fatal accidents. In addition, tailgating is rarelydocumented.

Drivers of vehicles backing up in a parking lot may have difficultyseeing pedestrians or other vehicles in the line of travel. Similarly,drivers parking (looking for a parking space) and pedestrians may havedifficulty seeing cars that are backing out of parking spaces.

Many vehicular accidents are avoidable. Often, a driver of a firstvehicle (index vehicle) is following too close behind a second vehicleand, when the second vehicle slows down or stops, the driver of thefirst vehicle (index vehicle) has insufficient time to stop, therebyresulting in a collision.

Drivers are human, and each driver constantly makes driving decisionsbased upon speed, road conditions, traffic, etc. It is often recommendedthat one maintain at least one car length per ten miles per hour, but itis often difficult to determine five or six car lengths, as this is animaginary distance and based on a fictional car size as imagined by thedriver. Other than vehicle velocity, stopping distance is impacted bythe road surface, road conditions (e.g. wet, snow, ice), tireconditions, vehicle load, tire condition, tire pressure, brake shoewear, etc. These factors also apply to self-driving vehicles.

To this, it is difficult for a driver to know what a safe followingdistance might be given such diverse condition. Yet, driving at a safedistance from other vehicles is critical to avoiding accidents.

There have been some limited attempts to provide a system that projectsan image onto the roadway for helping with distance control betweenvehicles. For example, U.S. Pat. No. 9,221,509 to Lai for a DisplayApparatus and Vehicle Having Projector Device has a display projectionsystem for a vehicle that presents data on a roadway surface in front ofthe vehicle. The shape, size, and/or location of the projected image arenot dynamic and do not change based upon factors that are critical topreventing a collision such as vehicle speed, road conditions, steeringwheel rotation, etc., and therefore cannot be relied upon to reliablyprevent collisions U.S. Pat. Publication 2008/0219014 to Loibi for aBicycle Bumper with a Light Generating a Bike Lane has a light emitteron a bicycle that emits a pattern indicating to other bikers an unsafepassing area. Again, this is a static pattern that does not change basedupon bicycle speed, road conditions, steering direction, etc.

Sometimes, when a collision does occur, one or more occupants of thevehicle(s) involved require medical attention, but medical help is oftenmiles away. As trauma is often involved, the length of time between whenthe collision occurred and when emergency personnel arrive is criticaland even seconds will determine whether some people will live or die.Therefore, in such situations, immediate alerting of emergencyresponders (e.g. police, fire, ambulance, EMT) is of utmost importance.

What is needed is a system that will detect collisions, estimateseverity and optionally initiate deployment of emergency responders.

SUMMARY

The system for collision detection monitors velocities of one or morevehicles and determines if a collision occurred based upon a measuredacceleration or deceleration rate. It is known that a typical vehiclehas a limited acceleration rate, limited by horsepower, mass of thevehicle, tire friction, etc. Likewise, it is known that a typicalvehicle has a limited deceleration rate, limited by brake performance,mass of the vehicle, tire friction, etc. In some embodiments, themaximum possible deceleration and acceleration for any vehicle ispreprogrammed (e.g. as a factory settings) as a predetermined value. Anydeceleration beyond that point is, by definition, a collision. Inaddition, using the disclosed imaging systems, collisions are alsodetected by unexpected trajectories of vehicles such as a vehiclesuddenly moving to the left or right (an acceleration value to the leftor right).

Vehicles have factory set turning angles and radii. For an average car,any front wheel turning angle more than 70 degrees or a turning radiusof less than 20 feet determined by sensors is considered a collision.For all vehicles, such as cars, buses, boats, any turning angle orradius greater that factory setting constitutes a collision.

In one embodiment, a collision detection system is disclosed having oneor more sensors for determining an instantaneous velocity of a vehicle.Velocity is defined as speed (distance divided by time) with direction.A computer is interfaced to the one or more sensors; the computerobtains the instantaneous velocity of the vehicle from the one or moresensors. The computer is operatively configured to execute software thatoperates the computer to iteratively calculate an acceleration of thevehicle as a rate of change of the instantaneous velocity over a periodof time. The software declares a collision when the acceleration isgreater than a predetermined value (e.g. 1.1 g) or the acceleration isless than a predetermined negative value (e.g. −1.1 g). Any accelerationor deceleration beyond the predetermined value or the value set by themanufacturer is a collision, and the predetermined value, in someembodiments, is further altered by factors such as road and tirecondition.

In another embodiment, a method of avoiding a collision is disclosedincluding measuring a first velocity of a vehicle at a first point intime and measuring a second velocity of the vehicle at a second point intime, then calculating a velocity difference between the first velocityand the second velocity and calculating an acceleration by dividing thevelocity difference by a difference between the first point in time andthe second point in time. A collision is declared if the acceleration isgreater than a predetermined value or the acceleration is less than apredetermined negative value.

In another embodiment, program instructions are tangibly embodied in anon-transitory storage medium for detecting a collision, The at leastone instruction includes computer readable instructions iteratively readone or more sensors that provide an instantaneous velocity of a vehicleand then iteratively calculate an acceleration of the vehicle as a rateof change of the instantaneous velocity over a period of time. Thecomputer readable instructions declare a collision when the accelerationis greater than a predetermined value or the acceleration is less than apredetermined negative value.

In some embodiments, a vehicle image is projected posteriorly when avehicle backs out of a parking space, warning pedestrians and drivers ofother vehicles that the vehicle is about to enter their path of travel.Similarly, mechanisms are provided to assist the driver of the vehiclethat backs out of a parking space so that the driver can better seepedestrians and the other vehicles approaching.

In some embodiments, a video record of the encroaching vehicle ismaintained. This video record serves as a deterrent if a complaint isissued to law enforcement as supported by such video record.

When driving at high way speeds, there is no reliable way for a humandriver to determine safe distances between vehicles. Counting twoseconds and using a reference point is an approximation and even lessreliable when road conditions such as rain or snow is a factor. Thedisclosed system continuously and accurately measures a safeinter-vehicle distance, both in front and behind the vehicle. Thisdynamic “safety zone” is then shared with other vehicles by projecting aflat image or hologram showing the instantaneous “safety zone.” Thisprojection is visible to the driver of the vehicle as well as drivers ofnearby vehicles that are potential sources of a collision. The flatimage or holographic image is emitted automatically. The size of the“safety zone” is calculated using a computer that calculates safedistances to other vehicles based upon factors such as speed, inertia,tire condition, driver experience, road conditions (wet, dry,snow-covered, ice-covered, etc.), and weather. The flat image orholographic image will be an aid to all vehicles indicative of safepaths and speeds. In some embodiments, video cameras document violationssuch as tailgating by another driver.

In some embodiments, the flat image or holographic image is bent orcurved to reflect turning directions such as U-turns or left turns.

In some embodiments, parking assistance is provided projecting vehicledimensions relative to the available parking space, to help guide thedriver to fit within the parking space.

The flat image's and/or holographic image's dimensions are dynamic andexpand or shrink as dictated by weather conditions such as rain, snow orfog, as well as road conditions (e.g. wet, dry, snow-covered,ice-covered), status of the tires, and driver experience.

In some embodiments, the flat image's and/or holographic image'sdimensions expand or shrink as dictated by the speed of a trailingvehicle with respect to the speed of the index vehicle that isprojecting the flat image and/or holographic image.

In some embodiments, the anterior (front) flat image and/or holographicimage is displayed with a dimension proportional to the speed of theindex vehicle as the index vehicle approaches the vehicle that is aheadin order to allow for safe deceleration and is visible to vehicles innearby lanes. The image is activated when the speed of the index vehicleexceeds the speed of the vehicle ahead and the distance between the twovehicles approaches a critical distance below which safe deceleration ofthe vehicle is problematic. For example, the image is displayedanteriorly (forward) once the vehicle is at a speed and distance as tonot be able to decelerate safely in the event that the vehicle aheadsuddenly decelerates or stops. In some embodiments, if the vehicle'sspeed is less than the speed of the vehicle ahead, and the distancebetween the two vehicles exceeds a distance needed for safedeceleration, then the flat image and/or holographic image is not bedisplayed.

In some embodiments, the generation of the flat images and/orholographic images is blanked for certain vehicle speeds in the forwarddirection. For example, the flat images and/or holographic images isemitted only at speeds in a forward direction that exceed 15 miles perhour.

In some embodiments, the dimensions of the flat and/or holographic imageof the index vehicle posteriorly is activated based on the speed of atrailing vehicle traveling at speeds greater than the speed of the indexvehicle, but the image is not displayed until the trailing vehicleapproaches a distance below which safe deceleration in not feasible.

In some embodiments, generation of the flat images and/or holographicimages is triggered by shifting into reverse such as when exiting from aparked position, regardless of speed.

Some embodiments provide a panoramic video display from a rear cameramounted to a flexible rod that telescopes in a rearward direction whenthe vehicle is shifted into reverse as when exiting from a parkedposition.

In some embodiments, the system includes an audio/video image recordingsystem having rapid sequence film cameras located inside and outside ofthe vehicle. The audio/video images associated with imminent collisionare stored in a memory unit.

In some embodiments, the rear camera telescopes outwardly when backingup and is equipped with sensors in order to determine the safety oftelescoping against objects or pedestrians.

The sensor system deployed inside, on, and outside on the body of thevehicle includes a plurality of sensors, such as radar, lasers,ultrasound devices, infrared devices, Doppler sensors, etc. The sensorsprovide data to a processor indicating, for example, the vehicle speed,deceleration rate, wind speed, time to impact, distance to an obstacle,etc. Other parameters are pre-determined and stored as data by thevehicle manufacturer such as weight of the vehicle, dimensions of thevehicle, maximum acceleration and deceleration, brake performance, etc.

In one embodiment, an accident avoidance system is disclosed includingan image projection system interfaced to a rear surface of an indexvehicle. The image projection system is operative to project an imagebehind the index vehicle. One or more sensors are interfaced to theindex vehicle for obtaining sensor data related to a speed of thevehicle, road conditions (e.g. wet, dry, snow-covered, ice-covered),weather (e.g. rain, snow, fog, sleet), ambient lighting conditions (e.g.daylight, darkness, nighttime road lighting), tire pressure, brake wear,etc. The system includes a computer that has preprogrammed dataregarding the index vehicle (e.g. brake performance, vehicle weight,stopping ability of the vehicle, and tire configuration). The computeris interfaced to the one or more sensors for obtaining the sensor datathat includes at least a speed of the index vehicle. The computer isalso coupled to the image projection system for controlling projectionof the image. The computer has software that calculates a size of asafety zone based upon the preprogrammed data and the sensor data(including the speed of the vehicle) and then the software controls theimage projection system to project an image behind the index vehiclethat is proportional to the size of the safety zone.

In another embodiment, a method of avoiding an accident includesmeasuring a speed of the index vehicle and at least one parameterselected from the group consisting of a road surface type, a roadcondition, a weather, and tire pressure. A rear safety zone iscalculated from the speed of the index vehicle or the delta speed of theindex vehicle relative to other vehicles, and at least one preprogrammedparameter related to the vehicle and an image is projected behind theindex vehicle. The size of the image projected behind the index vehicleis proportional to the speed of the trailing vehicle, but in someembodiments, the image is not be displayed until the trailing vehicleapproaches the rear safety zone defined as the distance needed for safedeceleration of the trailing vehicle. The image provides a visualreference for the vehicle that is following the index vehicle to judge asafe following distance.

In another embodiment, an accident avoidance system is disclosedincluding an image projection system interfaced to an index vehicle. Theimage projection system is configured to project an image behind theindex vehicle. The system includes one or more sensors that areinterfaced to the index vehicle and a computer. The computer haspreprogrammed data regarding the index vehicle (e.g. brake performance,vehicle weight, and tire configuration), as well as data regarding anaverage trailing vehicle. The computer is interfaced to the one or moresensors, obtaining sensor data from the one or more sensors such assensors that measure a speed of the index vehicle, a speed of a trailingvehicle, road conditions (e.g. wet, dry, snow-covered, ice-covered),weather (e.g. rain, snow, fog, sleet), ambient lighting conditions (e.g.daylight, darkness, nighttime road lighting), tire pressure, brake wear,etc. The computer is operatively coupled to the image projection systemfor controlling projection of the image. Software is executed by thecomputer to calculate a size of a safety zone based upon thepreprogrammed data and the sensor data and to control the imageprojection system to project an image behind the index vehicle that isthe size of the safety zone.

In another embodiment, the index vehicle is equipped with cameras andsensors that determine the type and specs of the trailing vehicle, suchas whether it is a truck, a bus or a minivan to estimate the safedeceleration distance based on published data.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention can be best understood by those having ordinary skill inthe art by reference to the following detailed description whenconsidered in conjunction with the accompanying drawings in which:

FIG. 1 illustrates a schematic view of a vehicle with illumination zonesof the system for avoiding accidents.

FIG. 2 illustrates a second schematic view of a vehicle withillumination zones of the system for avoiding accidents.

FIG. 3 illustrates an elevation view of a vehicle with illuminationzones of the system for avoiding accidents.

FIG. 4 illustrates a second elevation view of a vehicle withillumination zones of the system for avoiding accidents.

FIG. 5 illustrates a third schematic view of a vehicle with illuminationzones of the system for avoiding accidents.

FIG. 6 illustrates a fourth schematic view of a vehicle withillumination zones of the system for avoiding accidents.

FIG. 7 illustrates a fifth schematic view of a vehicle with illuminationzones of the system for avoiding accidents.

FIG. 8 illustrates a data connection diagram of the system for detectingcollisions.

FIG. 9A illustrates a schematic view of the system for detectingcollisions.

FIG. 9B illustrates a schematic view of the system for detectingcollisions.

FIG. 10A illustrates a first flow chart of the system for detectingcollisions.

FIG. 10B illustrates a second flow chart of the system for detectingcollisions.

FIG. 10C illustrates a third flow chart of the system for detectingcollisions.

FIG. 10D illustrates a fourth flow chart of the system for detectingcollisions.

FIG. 11 illustrates a sixth schematic view of a vehicle withillumination zones of the system for avoiding accidents.

FIG. 12 illustrates a seventh schematic view of a vehicle withillumination zones of the system for avoiding accidents.

FIG. 13 illustrates an eighth schematic view of a vehicle withillumination zones of the system for avoiding accidents.

DETAILED DESCRIPTION

Reference will now be made in detail to the presently preferredembodiments of the invention, examples of which are illustrated in theaccompanying drawings. Throughout the following detailed description,the same reference numerals refer to the same elements in all figures.

Throughout this description, the term vehicle is any motorized ormanually operated vehicle, including, but not limited to, automobiles,motorcycles, bicycles, trucks, boats, etc. Also, throughout thisdescription, the term “index vehicle” is used to identify the vehiclethat is equipped with the described system as opposed to the leadingvehicle (that which is in front of the index vehicle) or trailingvehicle (that which is behind the index vehicle).

Throughout this description, one typical vehicle control system is usedas an example of integrating the system for avoiding accidents into avehicle. It is fully anticipated that any vehicle control system ispresent in any target vehicle and the system for avoiding accidents iseither integrated into the vehicle control system or operatesside-by-side with the vehicle control system or operates independentlyof the vehicle control system.

Prior art “dynamic imaging” refers to generation of unlimited versionsand changing the size and format of images using one master file(Dynamic Media Classic).

The term “dynamic imaging” in this disclosure is defined as imaging of avehicle that is projected on or above the ground (such as a road) infront, behind or beside the vehicle and has dimensions that increase ordecrease depending on parameters such speed of the index vehicle, andspeed of a trailing vehicle, as well as the difference (delta) speeds ofthe index vehicle to other vehicles, in order to provide an accuratevisual safety zones surrounding a vehicle. The dynamic image isdisplayed posteriorly once the trailing vehicle approaches a safetydeceleration zone depending on the speed of the trailing vehiclerelative to the speed of the index vehicle. Similarly, the dynamic imageis displayed anteriorly with dimensions proportional to the speed of theindex vehicle once the distance to the vehicle ahead approaches thesafety deceleration zone of the index vehicle. The rate of change in thedynamic image dimensions corresponds to acceleration and deceleration.The acceleration and/or deceleration also provide an accurate indicatorof the occurrence as well as the severity of a collision. For example,any acceleration or deceleration that exceeds 1.1 g is likely the resultof a collision, and the severity increases with the increase in thegravitational force, such as above 10 or 15 g. Note that 1 g ofacceleration (or deceleration) is 32 feet per second per second (32 feetper second2). Also note that 0.7 g is possible for a skilled driverbraking and as high as 1 g for a skilled driver braking on a dry surfacewith the best know tires and a very good braking system.

The system for avoiding accidents is based on current theory andconcept. Standard safety precautions must always be followed. Thepersons or corporations implementing the disclosed invention areresponsible for providing accurate information to those using thissystem (drivers), particularly as it pertains to risks versus potentialbenefits.

Referring to FIGS. 1 through 7, the operation of the system for avoidingaccidents will be explained. In order to avoid accidents, it isimportant to maintain a safe distance between vehicles in order toprovide sufficient time to react to unexpected events such as an animalentering the roadway, traffic congestion, etc. Many people use onecar-length per ten miles per hour of speed as a rule of thumb. This is agood rule, but it is often difficult for a driver to judge the length ofa car. Further, the stopping time of a vehicle varies based upon factorsother than speed of the vehicle such as tire condition, road conditions,temperature, etc. So, even if there was a way for a driver to accuratelyjudge six car lengths when driving at 60 miles per hour, more space isrequired when it is raining, icy, on gravel road, when one's tires areworn, etc.

To overcome the inaccuracies and misjudgments of having the drivercontinuously judge an appropriate distance, the system for avoidingaccidents calculates the appropriate distances based upon various dataand sensor data and projects either a hologram or a flat image on aroadway surface 6 showing the suggested distances between vehicles. Notethat there is no limitation on the type of roadway surface ranging fromasphalt, concrete, gravel, sand, grass fields, cobble stone, etc., eachhaving different stopping characteristics.

In FIGS. 1-7, an index vehicle 5 is shown traveling on the roadwaysurface 6 (for clarity, in FIGS. 1-6, the index vehicle 5 is travelinggenerally from left to right within a lane between lane markers 7). InFIG. 1, a rear safety zone 200 and a front safety zone 210 are projectedby one or more projectors 60, typically laser projectors. A size of thefront safety zone 210 and the rear safety zone 200 is determined by aprocessor 70 (see FIG. 9) analyzing stored data (e.g. vehicle weights,vehicle dimensions, vehicle stopping distance on dry pavement, tire age. . . ) and data from one or more sensors such as a camera 93,microphone 95, ambient light sensor 50, roadway condition sensor 48,speed sensor 40, etc. (see FIG. 9). The processor then controls the oneor more projectors 60 to project an image or outline on the pavementthat represents a safe inter-vehicle distance based upon the stored dataand data from the sensors. For example, if based upon the stored data,the stopping distance of the index vehicle 5 at 60 miles per hour is 80feet on dry pavement, and then the front safety zone 210 will beprojected on the road, occupying approximately 80 feet in front of theindex vehicle 5. If it is determined from the data from the sensors thatthe road is wet (e.g. from rain), then a greater stopping distance iscalculated based upon the wet surface and, for example, a the frontsafety zone 210 will be projected on the road, occupying, for example,approximately 120 feet in front of the index vehicle 5.

Similarly, for example, if based upon the stored data, the stoppingdistance of a trailing vehicle at 60 miles per hour is 80 feet on drypavement, then the rear safety zone 200 will be projected on the road,occupying approximately 80 feet behind the index vehicle 5. If it isdetermined from the data from the sensors that the road is wet (e.g.from rain), then a greater stopping distance for the trailing iscalculated based upon the wet surface and, for example, a the posteriorsafety zone will be projected on the road, occupying, for example,approximately 120 feet behind the index vehicle 5. The image isprojected once the trailing vehicle approaches the safety decelerationzone of an average trailing vehicle based on its speed and roadconditions.

In some embodiments, the rear safety zone 200 and a front safety zone210 are projected by one or more projectors 60 that have the ability toproject multiple colors, typically laser projectors. In FIG. 2, the rearsafety zone 200 includes two differently colored/shaded areas, a warningarea 200A and a danger area 200B. For example, the warning area 200A isprojected in yellow and a danger area 200B is projected in red.Likewise, also in FIG. 2, the front safety zone 210 includes twodifferently colored/shaded areas, a warning area 210A and a danger area210B. For example, the warning area 210A is projected in yellow and adanger area 210B is projected in red. There is no limitation on thecolors used, the number of zones, the use of patterns instead of colors,etc.

In FIG. 3, a side elevation view of the projection of the front safetyzone 210 and the rear safety zone 200 is shown.

In FIG. 4, a side elevation view of the projection of the front safetyzone hologram 230 and the rear safety zone hologram 220 is shown. Inthis example, holograms 220/230 are projected in the space in front andbehind the index vehicle 5 to provide an image of a larger vehicle tobetter warn the driver of a safe following distance and to better warnother drivers of a safe distance between those driver's vehicles and theindex vehicle 5. In this example, hologram projectors 62 project thefront safety zone hologram 230 and the rear safety zone hologram 220under control of the processor 70.

In FIG. 5, it is shown how the front safety zone 210 changes shape intoa curved front safety zone 210C as the driver turns the steering wheelof the index vehicle 5, as shown by the front tires 3 being at an anglewith respect to the traveling direction of the index vehicle 5. In this,the curved front safety zone 210C is shaped and sized to warn others,including pedestrians, and to warn the driver of the index vehicle 5 asto the path of the index vehicle 5 and how much space is required forthe index vehicle 5 to safely stop.

In FIGS. 1-4, the rear safety zone 200 and a front safety zone 210 areprojected by one or more projectors 60 or hologram projectors 62 basedupon a first set of data. The processor controls the one or moreprojectors 60 and/or hologram projectors 62 to project an image oroutline on or above the pavement that represents a safe inter-vehicledistance based upon the stored data and data from the sensors (e.g. aflat image on the pavement or a holographic image above the pavement).For example, in FIGS. 1-4, the rear safety zone 200 is of a size basedupon the stored data, the stopping distance of the index vehicle 5 at afirst set of conditions (e.g. speed, pavement type, pavement conditions,tire conditions, etc.). In FIG. 6, a longer rear safety zone 200C isprojected on the road surface 4, informing following vehicles that moreinter-vehicle stopping distance is needed between the following vehicleand the index vehicle 5, based upon current conditions.

Again, the size of the rear safety zone 200 and a front safety zone 210as projected by one or more projectors 60 or hologram projectors 62 isdependent upon various stored data and measured data from sensors. Inone example, one of the sensors is an accelerometer 51 (see FIG. 9). Insuch, the acceleration of the index vehicle 5 is readily available.Using data from the accelerometer 51 provides the processor 70 andalgorithms knowledge of whether the index vehicle 5 is accelerating ordecelerating. Further, in examples in which a camera 93, radar system44, or sonar system 46 are available, the processor 70 and algorithmshave knowledge of whether the surrounding vehicles are accelerating ordecelerating with respect to the index vehicle 5. This will providewarning to the driver of the index vehicle 5 of an imminent collision,for example, if the index vehicle 5 is decelerating (as determined bythe accelerometer 51) and the following vehicle is accelerating (asdetermined by one or more of a camera 93, a radar system 44, or a sonarsystem 46. The radar system 44, sonar system 46, and/or the camera(s) 92are also used to determine a distance between the vehicle and othervehicles/objects.

Further, in embodiments having an accelerometer 51, there areanticipated embodiments in which the processor 70 and algorithmsdetermine if a collision has occurred with a high degree of accuracy,including (also in some embodiments) the location of the collision andthe severity of the collision. Knowledge of a collision is derived frominstantaneous acceleration (or deceleration) in any direction. Givencurrent technology, the fastest car acceleration in 2017 was about 0 to60 miles per hour in 2.5 seconds, which represents around about 1.09 g(one g is the acceleration due to gravity at the Earth's surface definedas 9.80665 meters per second squared, or 9.80665 newtons of force perkilogram of mass). Therefore, acceleration greater than 1.1 g is likelyto have been caused by a collision as such acceleration is not likelygiven most vehicle technology. Similarly, most vehicles have a maximumdeceleration of less than 1.0 g, by experienced drivers on dry roadconditions, and with good tires. A deceleration greater than 1.1 g islikely caused by a collision. Thus, any acceleration or deceleration ofgreater than 1.1 g defines a collision with a high likelihood ofcertainty. Such a collision is detected instantaneously at the time ofoccurrence. In some embodiments, notification of the collision istransmitted through the wide-area transceiver 17, and, in someembodiments, is reported to the appropriate authorities for immediateaction. In addition, to the detection of the collision, in someembodiments, the magnitude of acceleration and/or deceleration andimpact is also transmitted. For example, an absolute acceleration valueor an arbitrary classification of the collision: moderate, severe, orpotentially lethal depending on the acceleration/deceleration. Forexample, a moderate is between 1.1 g and 5 g; a severe collision isbetween 5 g and 10 g; and a potentially lethal collision is anythingover 10 g. For some vehicles such as race cars, a potentially lethaldeceleration may exceed 50-200 g.

“The highest recorded G-force experienced by a human who survived wasduring the 2003 IndyCar Series finale at Texas Motor Speedway on Oct.12, 2003 in the 2003 Chevy 500 when the car driven by Kenny Bräck madewheel-to-wheel contact with Tomas Scheckter's car. This immediatelyresulted in Bräck's car impacting the catch fence that would record apeak of 214 g.” (Wikipedia)

The notification, including the magnitude of the collision, is importantsince severe collisions often require emergency medical services to savelives and minimize disability while a low impact fender bender collisionoften only requires exchange of information between those involvedand/or arrival of a law enforcement person. Further, using thepositioning system 91, in some embodiments, the location of thecollision is also reported through the wide-area transceiver 17.

In all embodiments, it is anticipated that the image projection usingthe projectors 60 or the hologram projectors 62 are only activated whenneeded to warn of less-than-desirable or dangerous inter-vehicle (orinter-object) spacing. For example, if another vehicle is 200 feetbehind the index vehicle 5, then the image projection using theprojectors 60 or the hologram projectors 62 are not activated. The imageprojection using the projectors 60 or the hologram projectors 62 isinitiated, for example, when the inter-vehicle spacing is less than whatis deemed safe based upon the present conditions, including, forexample, vehicle speeds, road conditions, tire conditions, vehicle data,reaction times, etc. For example, if the index vehicle 5 is moving at 60mph and a trailing vehicle is moving at 70 mph, the delta speed isnegative 10 mph. Any values less than zero indicates that theinter-vehicle distance is reducing and the trailing vehicle is catchingup to the index vehicle 5. The projectors 60 or the hologram projectors62 are activated to project the rear safety zone 200/200A/200B/200C oncethe trailing vehicle approaches the danger zone (or warning zone). Itshould be noted that the dimensions of the rear image of the indexvehicle is proportional to the speed of the trailing vehicle, but imageprojection is activated only when the trailing vehicle approaches thesafety deceleration distance of an average vehicle with adequate tires,braking systems, etc. On the other hand, if the index vehicle 5 ismoving at 70 mph and a trailing vehicle is moving at 60 mph, the deltaspeed is positive 10 mph. Any values greater than zero indicates thatthe inter-vehicle distance is increasing and the trailing vehicle isgetting further away from the index vehicle 5. In this example, once theinter-vehicle distance is greater than the danger zone, the projectors60 or the hologram projectors 62 are deactivated. Once the index vehicle5 approaches a leading vehicle (one in front of the index vehicle 5),the roadway projecting devices 60 or the hologram projectors 62 areactivated to project the front safety zone 210/210A/210B/210C to warnthe driver of the index vehicle 5 not to follow the leading vehicle tooclosely.

Referring to FIG. 7, a telescoping assembly 63 is shown extending fromthe rear of the index vehicle 5. As it is often difficult to back out ofa parking space, the telescoping assembly 63 includes a projector thatprovides a projection 250 on the surface behind the index vehicle 5 thatwarns a driver of an approaching vehicle 5A as to where the indexvehicle 5 will be traveling. Further, in some embodiments, thetelescoping assembly 63 includes one or more cameras/lenses that imagethe parking area. The images from the cameras are then displayed, forexample, on the dashboard display (see FIG. 9) to warn the driver of theindex vehicle 5 that approaching vehicle 5A is near. In a preferredembodiment, the telescoping assembly 63 is either flexible or is hingedto reduce the chance of damage should an object come into contact withthe telescoping assembly. In some embodiments, the telescoping assembly63 includes sensors for detecting objects in the rearward path of theindex vehicle 5 and to limit extension of the telescoping assembly 63 soas not to hit such objects.

Referring to FIG. 8, a data connection diagram of the exemplary systemfor avoiding accidents is shown. In this example, an on-board computer12 (or any computing entity), communicates through a vehicle network 97(e.g. car-area network or CAN, vehicle-area network or VAN, etc.) tovarious entities, some or all of which are included of the exemplarysystem for avoiding accidents.

As will be shown, the on-board computer 12 communicates with variousinput devices or sensors to obtain information regarding the speed ofthe vehicle, vehicle conditions, road conditions/weather, surroundingvehicles, etc. In this example, the input devices or sensors include,but are not limited to, a speed sensor 40, one or more tire pressuresensors 42, a radar system 44 (e.g. for sensing positions and speeds ofother vehicles), a sonar system 46 (e.g. also for sensing positions andspeeds of other vehicles, a roadway condition sensor 48 (e.g. forsensing the type of roadway and/or road conditions such as wet, dry,snow-covered, ice-covered, an ambient light sensor 50 (e.g. fordetermining ambient light), one or more cameras 93 (e.g. for sensingobjects, other vehicles, etc.), and a microphone 95 (e.g. for measuringroad noise to determine type of road surface). The on-board computer 12also communicates with projecting devices 60/62. The projecting devices60/62, under control of the on-board computer 12, project an imageeither onto the roadway (e.g. a laser projecting device) or into thespace above the roadway (e.g. a holographic projecting device 62). It isanticipated that either or both of the projecting devices 60/62 are usedin any embodiment of this invention.

For completeness, the vehicle network 97 (or the on-board computer 12)communicates with external devices 10 (e.g. a cellular phone or amaintenance computer) either by direct connection through a serviceconnector (not shown, but known in the industry) or through a wirelessinterface such as Bluetooth through a Bluetooth radio transceiver 94(see FIG. 2) or Wi-Fi through a Wi-Fi radio transceiver 96 (see FIG. 2).

In a preferred embodiment, the on-board computer 12 interfaces to adashboard display 14 (e.g., gauges, illuminating icons, graphicsdisplay, etc.) for displaying various information and to one or morecontrols 16 (e.g. accelerator, brakes, switchers).

In some embodiments, a wide-area transceiver 17 is included forcommunicating with external systems through, for example, the cellularnetwork. When present, the wide-area transceiver 17 is capable oftransmitting location information from the positioning system 91 to aremote location, automatically, in the event of an accident. In someembodiments, the wide-area transceiver 17 operates on a dedicatedwide-area network or on a public wide-area network such as communicatingwith cell towers in a cellular network.

In some embodiments, an accelerometer 51 is included to measure vehicleacceleration and deceleration (negative acceleration). The accelerometer51, when present, will be used, for example, to determine if a collisionhas occurred, for example when a reading from the accelerometer 51exceeds 1.1 g.

Referring to FIG. 9A, a schematic view of a typical computing system ofthe exemplary system for detecting collisions is shown. Although anycomputing entity is anticipated, for clarity purposes, an on-boardcomputer 12 is shown.

The exemplary system for detecting collisions is described using aprocessor-based on-board computer 12 that also provides standardvehicle-wide operation as known in existing vehicles. The presentinvention is in no way limited to using the on-board computer 12 toperform calculations, measure data, and/or calculate image projections,as any computing entity is anticipated. The on-board computer 12 isshown as one way of implementing the present application utilizingexisting computational power within the vehicle. It is fully anticipatedthat different architectures are known that accomplish similar resultsin a similar fashion and the present invention is not limited in any wayto any particular vehicular architecture or implementation.

In this example, a processor 70 executes or runs programs in arandom-access memory 75. The programs are generally stored within apersistent memory 74 and loaded into the random-access memory 75 whenneeded. The processor 70 is any processor, typically a processordesigned for vehicles. The persistent memory 74 and random-access memory75 are connected to the processor by, for example, a memory bus 72. Therandom-access memory 75 is any memory suitable for connection andoperation with the selected processor 70, such as SRAM, DRAM, SDRAM,RDRAM, DDR, DDR-2, etc. The persistent memory 74 is any type,configuration, capacity of memory suitable for persistently storingdata, for example, flash memory, read only memory, battery-backedmemory, etc. In some exemplary on-board computers 12, the persistentmemory 74 is removable, in the form of a memory card of appropriateformat such as SD (secure digital) cards, micro SD cards, compact flash,etc.

Also, connected to the processor 70 is a system bus 82 for connecting toperipheral subsystems such as a graphics adapter 84 and an inputinterface to various controls 16. The graphics adapter 84 receivescommands from the processor 70 and controls what is depicted on thedashboard display 14. The controls 16 provide navigation and selectionof vehicle features (e.g. turn signals, audio controls, horn, etc.).

In general, some portion of the persistent memory 74 is used to storeprograms, executable code, and data, etc. It is anticipated that thedata includes one or more specification parameters regarding the vehiclesuch as weight, stopping distance, acceleration parameters, length,width, tire tread data, tire tread wear predictions, etc. In someembodiments, this data is used to determine the safety zone around thevehicle. In some embodiments, other data is stored in the persistentmemory 74 such as audio files, video files, text messages, etc.

In some embodiments, positioning system 91 (e.g. a global positioning orGPS system) is interface to the system bus 82. In some embodiments, theexemplary system for detecting collisions utilizes data from thepositioning system 91 to determine speed/velocity of the vehicle,time-of-day, road type, etc.

In many embodiments of the present invention, a Bluetooth radiotransceiver 94 and/or a Wi-Fi radio transceiver 96 are included forcommunicating with other devices or with peripherals/sensors that areinterfaced to the vehicle.

As known in the industry, many vehicles utilize a vehicle network 97(e.g. car-area network or CAN, vehicle-area network or VAN, etc.) forcommunicating with various entities, some or all of which are includedof the exemplary system for avoiding accidents. In this example, avehicle network interface 80 interfaces between the system bus 82 andthe vehicle network 97 (e.g. car-area network or CAN, vehicle-areanetwork or VAN, etc.).

In this example, the input devices or sensors include, but are notlimited to, a speed sensor 40, one or more tire pressure sensors 42, aradar system 44 (e.g. for sensing positions and speeds of othervehicles), a sonar system 46 (e.g. also for sensing positions and speedsof other vehicles), a roadway condition sensor 48 (e.g. for sensing thetype of roadway and/or moisture on the roadway), an ambient light sensor50 (e.g. for determining ambient light, daytime, night, dawn, dusk), oneor more cameras 93 (e.g. for sensing objects, other vehicles, etc.), andone or more microphones 95 (e.g. for measuring road noise to determinetype of road surface). The on-board computer 12 also communicatesthrough the vehicle network 97 with projecting devices 60/62 forprojecting an image either onto the roadway (e.g. a roadway projectingdevice 60) or into the space above the roadway (e.g. a holographicprojecting device 62). It is anticipated that either or both of theprojecting devices 60/62 are used in any embodiment of this invention.

Referring to FIG. 9B, a schematic view of a typical municipal computingsystem of the exemplary system for detecting collisions is shown.Although any computing entity is anticipated, for clarity purposes, ageneral-purpose computer 12A is shown.

The exemplary system for detecting collisions is described using acomputer 12A for providing standard municipal monitoring including, butnot limited to, for example, gathering roadway performance data (averagevehicle speed, congestion, etc.). The computer 12A is used to switchimages on displays, to perform calculations, measure data, and/orcalculate probable collisions per the present application. The computer12A is shown as one way of implementing the present applicationutilizing existing computational power within the vehicle. It is fullyanticipated that different architectures are known that accomplishsimilar results in a similar fashion and the present invention is notlimited in any way to any particular vehicular architecture orimplementation.

In this example, a processor 70 executes or runs programs in arandom-access memory 75. The programs are generally stored within apersistent memory 74 and loaded into the random-access memory 75 whenneeded. The processor 70 is any processor, typically a processordesigned for vehicles. The persistent memory 74 and random-access memory75 are connected to the processor by, for example, a memory bus 72. Therandom-access memory 75 is any memory suitable for connection andoperation with the selected processor 70, such as SRAM, DRAM, SDRAM,RDRAM, DDR, DDR-2, etc. The persistent memory 74 is any type,configuration, capacity of memory suitable for persistently storingdata, for example, flash memory, read only memory, battery-backedmemory, etc. In some exemplary on-board computers 12, the persistentmemory 74 is removable, in the form of a memory card of appropriateformat such as SD (secure digital) cards, micro SD cards, compact flash,etc.

Also, connected to the processor 70 is a system bus 82 for connecting toperipheral subsystems such as a graphics adapter 84 and an inputinterface to various controls 16. The graphics adapter 84 receivescommands from the processor 70 and controls what is depicted on thedisplay 14 (e.g. at a traffic monitoring station).

In general, some portion of the persistent memory 74 is used to storeprograms, executable code, and data, etc. It is anticipated that thedata includes one or more specification parameters regarding thecollision detection parameters. In some embodiments, this data is usedby algorithms for detecting collisions; other data is also stored in thepersistent memory 74 such as audio files, video files, text messages,etc.

In many embodiments of the present invention, a Wi-Fi radio transceiver96 is included for communicating with other devices, for example, foralerting of a collision that was just detected.

As known in the industry, there are many mechanisms for communicatingcamera and sensor data to the processor 70. In this exemplaryembodiment, a network interface adapter 80 interfaces between the systembus 82 and a local area network 482 (e.g. Ethernet).

In this example, the input devices or sensors include, but are notlimited to, in-road speed sensors 495A/495B/495C, one or more radarspeed monitoring systems 496 (e.g. for sensing positions and speeds ofvehicles on the road being monitored), one or more cameras493A/493B/493C (e.g. for sensing vehicle accelerations anddecelerations, etc.), one or more laser speed monitoring systems 494(e.g. for sensing positions and speeds of vehicles on the road beingmonitored). In some embodiments, one or more of the cameras493A/493B/493C are integrated or deployed in a hovering aircraft such asa drone 401 or helicopter, for example, camera 493A shown in FIG. 3. Insome embodiments, one or more of the cameras 493A/493B/493C areintegrated or deployed in an overhead pole 403 and/or fixture 405 suchas camera 493B shown in FIG. 4.

Although specific numbers of each sensor/camera are shown, any number(including zero) is anticipated. The in-road speed sensors495A/495B/495C are, for example, spaced apart magnetic mass detectors asused currently for traffic monitoring. As vehicles pass over the in-roadspeed sensors 495A/495B/495C, a signal is generated, so that, monitoringsubsequent in-road speed sensors 495A/495B/495C enables measuring of thespeed of a vehicle passing over such in-road speed sensors495A/495B/495C.

Referring to FIGS. 10A and 10B exemplary flow charts of the system fordetecting collisions are shown. In both examples, software running onthe processor 70 reads 300 static data such as the vehicle weight,vehicle braking power, vehicle acceleration ability, vehicle dimensions,etc. The static data is typically preprogrammed and stored in persistentmemory 74. The software then enters a loop. Each time through the loop,the software reads 310 sensor data from one or of the sensors, forexample, the speed sensor 40, one or more tire pressure sensors 42, theradar system 44 (e.g. for sensing positions and speeds of othervehicles), the sonar system 46 (e.g. also for sensing positions andspeeds of other vehicles, the roadway condition sensor 48 (e.g. forsensing the type of roadway and/or moisture on the roadway), the ambientlight sensor 50 (e.g. for determining ambient light), one or morecameras 93 (e.g. for sensing objects, other vehicles, etc.), and/or themicrophone 95 (e.g. for measuring road noise to determine type of roadsurface). From the stored data and the sensor data, the softwarecalculates 320 each of the safety zones (e.g. the safe inter-vehicledistance) and then projects 330 the safety zones, for example in frontand behind the index vehicle 5.

In FIG. 10B, an additional test 340 is performed to determine if theacceleration (or deceleration) is greater than a predetermined threshold(e.g. greater than 1.1 gravitational forces). Note that it isanticipated that there be different thresholds for each directional axisof the index vehicle 5. For example, one threshold for acceleration,another threshold for deceleration, and still another for sidewaysacceleration in either direction. If the test 340 determines that theacceleration (or deceleration) is not greater than a predeterminedthreshold, the loop continues. If the test 340 determines that theacceleration (or deceleration) is greater than a predeterminedthreshold, a notification step is initiated. Although there are manyways anticipated to notify, in the example shown, the software reads 350the location of the index vehicle 5 (e.g. from the positioning system91) then initiates a connection 360 to a remote system. A test 370 ismade to determine if the connection succeeded. If the test 370determines that the connection failed, the initiation of the connection360 is repeated until the test 370 determines that the connectionsucceeded, after which data is sent 380 to the remote system. The datathat is sent 380 includes, for example, an identification of thevehicle, the location, the peak measured acceleration or deceleration,the time, other conditions as read by the sensors, etc. The remotesystem, upon receiving the data, reviews the data to determine what typeof response needs to be made. For example, if the acceleration ordeceleration is very high, an ambulance or life-flight is dispatched. Ifthe acceleration or deceleration is low, an officer is dispatched, etc.

FIG. 10C illustrates a third flow chart of the system for detectingcollisions. The exemplary algorithm shown in FIG. 10C is anticipated tobe performed by an on-board computer 12, an external device 10 (e.g.cellphone), a municipal computer 12A, or any other processor. Thealgorithm starts by measuring the first velocity (speed) 400 of avehicle by any mechanism available such as using GPS, using a speedsensor 40, radar 496/laser 494, in-road sensors 495A/495B/495C, etc.Next, a fixed time delay is performed 402, then the new velocity (speed)404 of the vehicle is measured by any mechanism available. Anacceleration value is calculated 406 ((first velocity-secondvelocity)/fixed time). Note the acceleration is anticipated to be eitherpositive or negative (deceleration). Now a test 408 is performed todetermine if the acceleration is greater than a predeterminedacceleration threshold or the deceleration is less than a pre-determineddeceleration threshold (e.g. an acceleration or deceleration greaterthan 1.1 gravitational forces). Note that it is anticipated that therebe different thresholds for each directional axis of the index vehicle5. For example, one threshold for acceleration, one threshold fordeceleration, and still another threshold for sideways acceleration ineither direction. If the test 408 determines that the acceleration (ordeceleration) is not greater than the predetermined threshold or lessthan the pre-determined deceleration threshold, the loop continues (B).If the test 408 determines that the acceleration (or deceleration) isgreater than the predetermined threshold or less than the pre-determineddeceleration threshold, a notification step is initiated. Although thereare many ways anticipated to notify, in the example shown, the softwarereads 410 the location of the index vehicle 5 from, for example, thepositioning system 91 then initiates a connection 412 to a remotesystem. A test 414 is made to determine if the connection succeeded. Ifthe test 414 determines that the connection failed, the connection 412is repeated until the test 414 determines that the connection succeeded.After a successful connection, data is sent 416 to the remote system.The data that is sent 416 includes, for example, an identification ofthe vehicle, the location, the peak measured acceleration ordeceleration, the time, other conditions as read by the sensors, etc.The remote system, upon receiving the data, reviews the data todetermine what type of response needs to be made. For example, if theacceleration or deceleration is very high, an ambulance or life-flightis dispatched. If the acceleration or deceleration is low, an officerand maybe a tow truck is dispatched, etc.

FIG. 10D illustrates a fourth flow chart of the system for detectingcollisions. In some embodiments, the exemplary algorithm shown in FIG.10D is anticipated to be performed by a municipal computer 12A havingone or more cameras 493A/493B/493C directed toward a roadway. Thealgorithm starts by capturing a first image 420 from one of the cameras493A/493B/493C (note the same or similar steps are performed for othercameras as well as inter-camera as vehicles will travel in and out ofview of each of the cameras 493A/493B/493C. Next, a fixed time delay isperformed 422, then a second image 424 is captured from one of thecameras 493A/493B/493C. Recognition algorithms are used to determine thefirst position 426 of each vehicle (PV_(n)) and then recognitionalgorithms are used to determine the second position 428 of each vehicle(PV_(n)′). Now a distance traveled (DIST_(n)) is calculated 430 as thedifference between the positions of each vehicle before (PV_(n)) andafter (PV_(n)′) the fixed delay. The velocity (VEL_(n)) of each vehicleis then calculated 431 (DISTn/fixed delay). The velocity of each vehicle(VEL_(n)) is saved 432 for subsequent loops. Having a previous velocityfrom the previous pass of the loop, an acceleration is calculated 433((prior loop VEL_(n)-current VEL_(n))/fixed time). Note the accelerationis anticipated to be either positive (acceleration) or negative(deceleration), or even sideways acceleration. Now a test 434 isperformed to determine if the acceleration is greater than apredetermined acceleration threshold or the deceleration is less than apre-determined deceleration threshold (e.g. an acceleration ordeceleration greater than 1.1 gravitational forces or a decelerationless than −1.1 gravitational forces). Note that it is anticipated thatthere be different thresholds for each directional axis of the indexvehicle 5. For example, one threshold for acceleration, one thresholdfor deceleration, and still another threshold for sideways accelerationin either direction. If the test 434 determines that the acceleration(or deceleration) is not greater than the predetermined threshold orless than the pre-determined deceleration threshold, the loop continues(C). If the test 434 determines that the acceleration (or deceleration)is greater than the predetermined threshold or less than thepre-determined deceleration threshold, a notification step is initiated.In the example shown, the software records the location of the vehiclefrom, for example, the specific camera 493A/493B/493C. Help is thensummoned 438, providing the location and severity (e.g. >1.1 g, >5g, >10 g) to an operator such as a 911 operator or another municipalemployee. The person receiving the help request reviews the data (andoptionally the cameras 493A/493B/493C) to determine what type ofresponse needs to be made. For example, if the acceleration ordeceleration is very high, an ambulance or life-flight is dispatched. Ifthe acceleration or deceleration is low, an officer and maybe a towtruck is dispatched, etc. Note that similar functions are applied toother ways to obtain velocity data such as speed sensors 495A/495B/495C,radar 496 aimed at the roadway (e.g. radar 496 in speed warning signs),laser speed detectors 494, etc.

FIG. 11 illustrates a sixth schematic view of a vehicle withillumination zones of the system for avoiding accidents. In thisexample, the index vehicle 5 is traveling in the rightmost lane of ahighway having an entrance ramp and another vehicle 5B is entering thehighway on an entrance ramp. As many drivers know, it is always acomplex decision process when a vehicle enters the roadway on anentrance ramp. Often, the other vehicle 5B that is entering the highwaytries to speed up to the average speed of the highway (e.g. the speed atwhich the index vehicle 5 is traveling). Seeing the other vehicle 5Bentering the highway, the driver of the index vehicle 5 often does oneof three things: maintains speed, increases speed, or slows down. Notknowing what the driver of the index vehicle 5 will do, the othervehicle will do one of three things: speed up to try and enter in frontof the index vehicle, slow down to try and enter behind the indexvehicle 5, or maintain speed thinking the index vehicle 5 will yield orchange lanes.

Having the ability to project an image, the index vehicle 5 projects animage of a safety zone 201/202/205 on the roadway in front of the indexvehicle 5. This shows the other vehicle 5B two things: a location atwhich it is safe to enter the highway in front of the index vehicle, andwhether the index vehicle is increasing or decreasing speed. Forexample, if the index vehicle 5 increases speed, the safety zone sizeincreases from 201 to 205, indicating to the other vehicle 5 b that theother vehicle 5 b needs to slow down and enter behind the index vehicle5. If the index vehicle 5 decreases speed, the safety zone sizedecreases from 201 to 203, indicating to the other vehicle 5 b that theother vehicle 5 b is able to enter in front of the index vehicle 5,preferably in front of the, now smaller, safety zone 203.

A similar rear safety zone 200 is projected behind the index vehicle 5to show the other vehicle 5B where to enter the highway at a safedistance behind the index vehicle 5.

FIG. 12 illustrates a seventh schematic view of a vehicle withillumination safety zones 210 of the system for avoiding accidents. Asvehicles 5/5C/5D travel on multi-lane roads, often other vehicles 5C/5Ddesire to change lanes in front of the index vehicle 5. In such, thereis no leading/trailing vehicle relationship, but there are relativespeeds of each other vehicle 5C/5D with respect to the index vehicle 5.In this, the forward safety zone 210 projects an area in front of theindex vehicle 5 in which is it not safe to enter when changing lanes,based upon the speed of each vehicle 5/5C/5D. For example, if the othervehicle 5D is traveling much faster than the index vehicle 5, then theforward safety zone 210 is projected closer to the index vehicle(smaller forward safety zone 210) as it would be difficult for the indexvehicle 5 to catch up to the speeding other vehicle 5D, but if the othervehicle 5D is only traveling slightly faster than the index vehicle,then a larger safety zone 210 is projected as the index vehicle 5 is indanger if the other vehicle 5D enters the same lane too close to theindex vehicle 5.

FIG. 13 illustrates an eighth schematic view of an index vehicle 5 withsafety zones 201/201A/210B of the system for avoiding accidents. In thisexample, the safety zones 201/201A/210B is projected in three segments.A first safety zone segment 201A indicates to a driver of anothervehicle 5C approaching on the left side of the index vehicle 5 where itwould not be safe to enter into the lane of the index vehicle 5. Asecond safety zone segment 201C indicates to a driver of another vehicle5D approaching on the right side of the index vehicle 5 where it wouldnot be safe to enter into the lane of the index vehicle 5. Note that thesafe entry point for each other vehicle 5C/5D depends upon the relativespeed of the other vehicle 5C/5D compared with that of the index vehicle5. For example, if the other vehicle 5C/5D is traveling much faster thanthe index vehicle 5, the safety zone on that side will be smaller and ifthe other vehicle 5C/5D is traveling slightly faster than the indexvehicle 5, the safety zone on that side will be longer.

A third safety zone 210 indicates the general safety zone as per theprior examples.

Equivalent elements can be substituted for the ones set forth above suchthat they perform in substantially the same manner in substantially thesame way for achieving substantially the same result.

It is believed that the system and method as described and many of itsattendant advantages will be understood by the foregoing description. Itis also believed that it will be apparent that various changes may bemade in the form, construction and arrangement of the components thereofwithout departing from the scope and spirit of the invention or withoutsacrificing all of its material advantages. The form herein beforedescribed being merely exemplary and explanatory embodiment thereof. Itis the intention of the following claims to encompass and include suchchanges.

What is claimed is:
 1. A collision detection system comprising: one ormore sensors, the sensors comprise at least one camera for determiningan instantaneous velocity of a vehicle; a computer, the computerinterfaced to the one or more sensors, the computer obtaining theinstantaneous velocity of the vehicle from the one or more sensors; thecomputer operatively configured to execute software that operates thecomputer to iteratively calculate an acceleration of the vehicle as arate of change of the instantaneous velocity over a period of time byrecognizing the vehicle at a first location at a first time and at asecond location at a second time as the instantaneous velocity iscalculated by the software based upon the distance traveled between thefirst location and the second location divided by the time differencebetween the first time and the second time; wherein the softwaredeclares a collision is detected when the acceleration is greater than apredetermined value or the acceleration is less than a predeterminednegative value; wherein, when the software declares the collision, thecollision is classified with a severity of moderate, severe, orpotentially lethal, depending on the magnitude of the determined valueof the acceleration; and wherein, a notification including thedetermined value of acceleration is reported to dispatch help thatcorresponds to the severity of the collision.
 2. The collision detectionsystem of claim 1, wherein the predetermined value is 1.1 g and thepredetermined negative value is −1.1 g.
 3. The collision detectionsystem of claim 1, wherein the sensors comprise roadway speed sensors.4. The collision detection system of claim 1, wherein the sensorscomprise radar speed sensors.
 5. The collision detection system of claim1, wherein the sensors comprise laser speed sensors.
 6. The collisiondetection system of claim 1, wherein the sensors further comprise atleast one speed sensor that uses a global positioning satellite receiverto measure the instantaneous velocity of the vehicle.
 7. The collisiondetection system of claim 1, wherein the one or more cameras are aimedat a roadway from above.
 8. The collision detection system of claim 7,wherein the one or more cameras are part of a hovering aircraft.
 9. Thecollision detection system of claim 1, wherein the predetermined valueand the predetermined negative value are adjusted based upon weatherconditions selected from the group consisting of rain, ice, sleet, fog,and snow.
 10. The collision detection system of claim 1, wherein thepredetermined negative value is factory set based upon a decelerationvalue for the vehicle.
 11. The collision detection system of claim 1,wherein the predetermined value is factory set based upon a maximumacceleration value for the vehicle.
 12. The collision detection systemof claim 1, wherein the software declares the collision is detected forthe vehicle when a turning angle and/or a turning radii deviate from apredetermined factory set value for the vehicle.
 13. A method ofdetecting a collision comprising: measuring a first velocity of avehicle at a first point in time using a global positioning satellitereceiver speed sensor; measuring a second velocity of the vehicle at asecond point in time using the global positioning satellite receiverspeed sensor; calculating a velocity difference between the firstvelocity and the second velocity; calculating an acceleration bydividing the velocity difference by a difference between the first pointin time and the second point in time; and declaring the collision if theacceleration is greater than a predetermined value or the accelerationis less than a predetermined negative value; wherein, the step ofdeclaring the collision further includes classifying the collision witha severity of moderate, severe, or potentially lethal, depending on themagnitude of the acceleration; and initiating a notification to dispatchhelp that includes a value of the acceleration and the severity of thecollision.
 14. The method of detecting the collision of claim 13,wherein the predetermined value is 1.1 g and the predetermined negativevalue is −1.1 g.
 15. The method of detecting the collision of claim 14,wherein the step of measuring the first velocity of the vehicle andmeasuring the second velocity of the vehicle includes reading a roadwayspeed sensor.
 16. The method of detecting the collision of claim 14,wherein the step of measuring the first velocity of the vehicle andmeasuring the second velocity of the vehicle includes reading a radarspeed sensor.
 17. Program instructions tangibly embodied in anon-transitory storage medium for detecting a collision, wherein the atleast one instruction comprises: computer readable instructionsiteratively read one or more sensors that provide an instantaneousvelocity of a vehicle, the one or more sensors comprise laser speedsensors; the computer readable instructions iteratively calculate anacceleration of the vehicle as a rate of change of the instantaneousvelocity over a period of time; and the computer readable instructionsdeclare the collision when the acceleration is greater than apredetermined value or the acceleration is less than a predeterminednegative value; wherein, after the computer readable instructionsdeclare the collision, the computer readable instructions classify thecollision with a severity of moderate, severe, or potentially lethal,depending on the magnitude of the acceleration; and the computerreadable instructions initiate a notification to dispatch help thatincludes a value of the acceleration and the severity of the collision.18. The program instructions tangibly embodied in the non-transitorystorage medium for detecting the collision of claim 17, wherein thepredetermined value is 1.1 g and the predetermined negative value is−1.1 g.
 19. The program instructions tangibly embodied in thenon-transitory storage medium for detecting the collision of claim 17,wherein the one or more sensors comprise roadway speed sensors.
 20. Theprogram instructions tangibly embodied in the non-transitory storagemedium for detecting the collision of claim 17, wherein the one or moresensors comprise radar speed sensors.
 21. The program instructionstangibly embodied in the non-transitory storage medium for detecting thecollision of claim 17, wherein the one or more sensors further comprisea global positioning satellite receiver speed sensor.
 22. The programinstructions tangibly embodied in the non-transitory storage medium fordetecting the collision of claim 17, wherein the one or more sensorscomprise at least one camera and the computer readable instructionscalculate the instantaneous velocity of the vehicle by recognizing thevehicle at a first location at a first time and at a second location ata second time as the velocity is calculated by the software based uponthe distance traveled between the first location and the second locationdivided by the time difference between the first time and the secondtime.